Methods, systems, and products for charging electric vehicles

ABSTRACT

Methods, systems, and products charge a battery in a vehicle. A charging station and the vehicle negotiate charging parameters. When the vehicle receives electrical power from the charging station, the vehicle checks the electrical power for the parameters. Should the electrical power fail to exhibit the parameters, charging is terminated.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a Continuation of and claims priority to U.S. patentapplication Ser. No. 14/070,494 filed Nov. 2, 2013. The contents of eachof the foregoing is/are hereby incorporated by reference into thisapplication as if set forth herein in full.

COPYRIGHT NOTIFICATION

A portion of the disclosure of this patent document and its attachmentscontain material which is subject to copyright protection. The copyrightowner has no objection to the facsimile reproduction by anyone of thepatent document or the patent disclosure, as it appears in the Patentand Trademark Office patent files or records, but otherwise reserves allcopyrights whatsoever.

BACKGROUND OF THE DISCLOSURE

Electric vehicles (or “EVs”) have been proposed since the earliest daysof the automotive industry. With today's stringent pollution laws andmileage requirements, electric vehicles are again gaining attention.All-electric vehicles and hybrid-electric vehicles are coming to market,and public charging stations are being proposed and installed throughoutthe country. These charging stations allow a vehicle's battery to becharged while the driver shops or works.

BRIEF DESCRIPTION OF THE DRAWINGS

The features, aspects, and advantages of the exemplary embodiments arebetter understood when the following Detailed Description is read withreference to the accompanying drawings, wherein:

FIGS. 1-5 are simplified schematics illustrating an operatingenvironment in which exemplary embodiments may be implemented;

FIG. 6 is a block diagram further illustrating the operatingenvironment, according to exemplary embodiments;

FIG. 7 is a more detailed block diagram illustrating the operatingenvironment, according to exemplary embodiments;

FIGS. 8-11 are detailed illustrations of an initial communication,according to exemplary embodiments;

FIG. 12 is a schematic illustrating inspection of electrical power,according to exemplary embodiments;

FIGS. 13-14 are diagrams illustrating signal superimposition, accordingto exemplary embodiments;

FIG. 15 is a block diagram illustrating filtering of the electricalpower, according to exemplary embodiments;

FIGS. 16-17 are more diagrams illustrating the signal superimposition,according to exemplary embodiments;

FIG. 18 is a diagram illustrating radio frequency identifiers, accordingto exemplary embodiments;

FIGS. 19-21 are more diagrams illustrating the signal superimposition,according to exemplary embodiments;

FIG. 22 is a diagram illustrating more spectrum security measures,according to exemplary embodiments;

FIG. 23 is a diagram illustrating wireless charging, according toexemplary embodiments; and

FIG. 24 is a detailed block diagram illustrating a vehicle, according toexemplary embodiments.

DETAILED DESCRIPTION OF THE DRAWINGS

The exemplary embodiments will now be described more fully hereinafterwith reference to the accompanying drawings. The exemplary embodimentsmay, however, be embodied in many different forms and should not beconstrued as limited to the embodiments set forth herein. Theseembodiments are provided so that this disclosure will be thorough andcomplete and will fully convey the exemplary embodiments to those ofordinary skill in the art. Moreover, all statements herein recitingembodiments, as well as specific examples thereof, are intended toencompass both structural and functional equivalents thereof.Additionally, it is intended that such equivalents include bothcurrently known equivalents as well as equivalents developed in thefuture (i.e., any elements developed that perform the same function,regardless of structure).

Thus, for example, it will be appreciated by those of ordinary skill inthe art that the diagrams, schematics, illustrations, and the likerepresent conceptual views or processes illustrating the exemplaryembodiments. The functions of the various elements shown in the figuresmay be provided through the use of dedicated hardware as well ashardware capable of executing associated software. Those of ordinaryskill in the art further understand that the exemplary hardware,software, processes, methods, and/or operating systems described hereinare for illustrative purposes and, thus, are not intended to be limitedto any particular named manufacturer.

As used herein, the singular forms “a,” “an,” and “the” are intended toinclude the plural forms as well, unless expressly stated otherwise. Itwill be further understood that the terms “includes,” “comprises,”“including,” and/or “comprising,” when used in this specification,specify the presence of stated features, integers, steps, operations,elements, and/or components, but do not preclude the presence oraddition of one or more other features, integers, steps, operations,elements, components, and/or groups thereof. It will be understood thatwhen an element is referred to as being “connected” or “coupled” toanother element, it can be directly connected or coupled to the otherelement or intervening elements may be present. Furthermore, “connected”or “coupled” as used herein may include wirelessly connected or coupled.As used herein, the term “and/or” includes any and all combinations ofone or more of the associated listed items.

It will also be understood that, although the terms first, second, etc.may be used herein to describe various elements, these elements shouldnot be limited by these terms. These terms are only used to distinguishone element from another. For example, a first device could be termed asecond device, and, similarly, a second device could be termed a firstdevice without departing from the teachings of the disclosure.

FIGS. 1-5 are simplified schematics illustrating an environment in whichexemplary embodiments may be implemented. FIG. 1 illustrates a vehicle10 and a charging station 12. The charging station 12 receiveselectrical power 14 (e.g., current and voltage) from the electric grid16, a solar array 18, or any other source. The charging station 12wiredly and/or wirelessly transmits some or all of the electrical power14 to the vehicle 10. The electrical power 14 is stored in one or morebatteries 20 installed within the vehicle 10. Because the vehicle 10,the charging station 12, and the batteries 20 are generally known, thisdisclosure will not dwell on the known aspects.

Charging, though, may require an authentication 22. Before the batteries20 may be initially or partially charged, some authentication proceduremay be required. The driver, for example, may need to successfullyauthenticate, and/or the vehicle 10 itself may authenticate. Regardless,if the authentication 22 is successful, the batteries 20 may be fullycharged. If the authentication 22 fails, however, charging may beterminated.

FIGS. 2 and 3 illustrate an initial handshake. Here, an initialcommunication 30 may be required before charging the batteries 20 in thevehicle 10. FIG. 2, for example, illustrates the initial communication30 between the vehicle 10 and the charging station 12. The initialcommunication 30, however, may be established between a mobile, wirelessdevice 32 and the charging station 12, as FIG. 3 illustrates. Thewireless device 32, for example, may be the driver's or an occupant'ssmart phone or computer. As the vehicle 10 approaches the chargingstation 12, the vehicle 10 and/or the wireless device 32 may utilize acommunications network 34 (such as cellular, WI-FI® or BLUETOOTH®) toestablish communication with the charging station 12. Regardless,authentication credentials 36 may be sent. The initial communication 30may thus be any electronic message, text message, or call. If theauthentication credentials 36 are verified, then the charging station 12may be authorized to send the electrical power 14 to the vehicle 10. Thevehicle, additionally or alternatively, may be authorized to accept theelectrical power 14 from the charging station 12. If authorizationfails, however, then charging may be terminated.

FIG. 4 illustrates a second layer of security for the charging process.Once the initial communication 30 is established, one or more parameters40 may be selected. That is, the initial communication 30 may only bethe preliminary “handshake” that establishes the parameters 40 of thecharging process. Once the parameters 40 are agreed upon, the initialcommunication 30 may then be terminated. The charging station 12 thendelivers the electrical power 14 to the vehicle 10. If the electricalpower 14 exhibits the one or more parameters 40, then charging of thebatteries 20 may be permitted. If, however, the electrical power 14fails to match any of the parameters 40, then charging may beterminated.

Exemplary embodiments may thus include multiple levels ofauthentication. Exemplary embodiments may require only the correctauthentication credentials (illustrated as reference numeral 36 in FIG.2). However, exemplary embodiments may add a more dynamic and variableauthentication procedure as illustrated in FIG. 4. Because the initialcommunication 30 establishes the parameters 40 of the electrical power14, the parameters 40 add a second (or more) level of authentication.The initial communication 30, for example, may specify or agree to oneor more frequencies 42 of the subsequent electrical power 14. Indeed,exemplary embodiments may require sophisticated signalsuperimpositioning 52 and/or frequency modulation 54, as laterparagraphs will explain. If the electrical power 14 exhibits the one ormore parameters 40, then the vehicle 10 may permit charging of thebatteries 20. If, however, the electrical power 14 has one or more wrongparameters, then charging may be denied.

Exemplary embodiments may thus separate the initial handshake 30 fromthe actual charging of the batteries 20. Exemplary embodiments maysuperimpose one, or even multiple, signals over the original alternatingcurrent sine wave signal of the electrical power 14. Signals may besuperimposed onto the electrical power 14, based on the parameters 40.Exemplary embodiments may thus superimpose and form a unique signalfootprint for follow up communication. Exemplary embodiments may utilizefrequency- and/or phase-adjusting filters that may only pass the correctsignals, eliminating the rest (as later paragraphs will explain). If thesignal set during the handshake 30 is not correctly adjusted at both thetransmitting end (the charging station 12) and at receiving end (thevehicle 10), then authentication may fail and the charging station 12terminates charging. When charging is authenticated, though, thecharging costs may be billed to some account (such as the driver'scredit card, as later paragraphs will explain).

FIG. 5 illustrates payment for charging the batteries 20. When chargingis approved, the charging station 12 supplies the electrical power 14 tothe vehicle's batteries 20. FIG. 5 illustrates the electrical power 14being transferred over a physical charging cable 50, yet the electricalpower 14 may be wirelessly and/or inductively coupled. As the batteries20 charge, the charging station 12 may meter the electrical power 14.That is, the charging station 12 may measure or log the electricalcurrent and/or voltage consumed (perhaps in kilowatt minutes or hours)to charge the batteries 20. The charging station 12 may thus perform orprocess a financial transaction 60 for charging the batteries 20installed within the vehicle 10. The charging station 12, for example,may query a relational database 62 (via the communications network 34).The relational database 62 stores any billing information (such as acredit card number 64) that is processed for payment. Exemplaryembodiments thus include a secure and simple automatic payment mechanismfor charging the batteries 20. The occupants may thus quickly exit thevehicle 10 and proceed with other tasks without arranging payment.

FIG. 6 is a block diagram further illustrating the operatingenvironment, according to exemplary embodiments. Here the vehicle 10 maycommunicate with the charging station 12 via the communications network34. The communications network 34, though, may also enablecommunications with an authentication server 70 and/or with a financialserver 72. That is, any of the vehicle 10, the charging station 12, themobile wireless device 32, the authentication server 70, and/or thefinancial server 72 may query and communicate with each other toauthenticate charging of the batteries 20 in the vehicle 10.

Exemplary embodiments may be applied regardless of networkingenvironment. The communications network 34 may utilize any portion ofthe electromagnetic spectrum and any signaling standard (such as theI.E.E.E. 802 family of standards, GSM/CDMA/TDMA or any cellularstandard, and/or the ISM band). The communications network 34, forexample, may utilize BLUETOOTH® or WI-FI® to establish or conveycommunications. The communications network 90 may also utilize aradio-frequency domain and/or an Internet Protocol (IP) domain. Thecommunications network 34, however, may also include a distributedcomputing network, such as the Internet (sometimes alternatively knownas the “World Wide Web”), an intranet, a local-area network (LAN),and/or a wide-area network (WAN). The communications network 34 may alsoinclude coaxial cables, copper wires, fiber optic lines, and/orhybrid-coaxial lines. The communications network 34 may even includepowerline portions, in which signals are communicated via electricalwiring. The concepts described herein may be applied to anywireless/wireline communications network, regardless of physicalcomponentry, physical configuration, or communications standard(s).

FIG. 7 is a more detailed block diagram illustrating the operatingenvironment, according to exemplary embodiments. Here the vehicle 10 hasat least one vehicle controller 80 that interfaces with the chargingstation 12 and/or with the occupant's wireless device 32. The vehiclecontroller 80 also interfaces with an on-board AC/DC converter 81. Whenthe charging station 12 supplies the electrical power 14, the electricalpower 14 may be supplied as an alternating current (AC) sine wavesignal. The batteries 20, however, may require a direct current (DC)signal. The AC/DC converter 81 thus transforms the electrical power 14from an alternating current (AC) signal to a direct current signal.Because AC/DC conversion is know, the details need not be furtherexplained.

The vehicle controller 80 may manage charging. The vehicle controller 80has a processor 82 (e.g., μP″), application specific integrated circuit(ASIC), or other component that executes a vehicle-side chargingapplication 84 stored in a memory 86. The vehicle-side chargingapplication 84 is a set of programming, code, or instructions that causethe processor 82 to accept the electrical power (illustrated asreference numeral 14 in FIG. 1) from the charging station 12. Thevehicle controller 80 may interface with a wired and/or wirelesstransceiver 88 to wirelessly communicate with the charging station 12and/or with the wireless device 32 via the communications network(illustrated as reference numeral 34 in FIG. 6).

FIG. 7 also illustrates a charger controller 90. The charging station 12has a processor 92 that executes a charger-side charging application 94stored in a memory 96. The charger-side charging application 94 is a setof programming, code, or instructions that cause the processor 92 tosupply the electrical power 14 to the vehicle. The charging station 12may also have a wired and/or wireless transceiver 98 to wirelesslycommunicate via the communications network 34.

The wireless device 32, likewise, may have a processor 100. The wirelessdevice 32 executes a device-side charging application 102 stored in amemory 104. The device-side charging application 102 is a set ofprogramming, code, or instructions that cause the processor 100 tocooperate, when needed, in authenticating and charging. The wirelessdevice 32 also has a transceiver 106 to wirelessly communicate with thevehicle 10 and the charging station 12. Any of the charging station 12,the wireless device 32, and the vehicle controller 80 may thusparticipate in the authentication and charging of the batteries 20. Thevehicle-side charging application 84, the charger-side chargingapplication 94, and/or the device-side charging application 102 may thuscooperate to authenticate and to charge the batteries 20 installed inthe vehicle 10.

FIGS. 8-10 are more detailed illustrations of the initial communication30, according to exemplary embodiments. FIG. 8 illustrates how theinitial communication 30 may originate from the occupant's wirelessdevice 32. Earlier paragraphs already explained how the driver, forexample, may initiate or send the initial communication 30 from thewireless device 32. The wireless device 32, for example, may utilize thecommunications network 34 to establish communication with theauthentication server 70. The driver, however, may alternativelyestablish the initial communication 30 with the charging station 12. Thedriver may even use a telephony network 110 (such as the public switchedtelephone network and/or a cellular network) to call or text message theauthentication server 70 and/or the charging station 12. The driver mayestablish the initial communication 30 and send the authenticationcredentials 36. If the authentication credentials 36 are verified, thenthe charging station 12 may be authorized to charge the batteries 20 inthe vehicle 10.

FIG. 9 further illustrates the initial communication 30. Here theinitial communication 30 originates from the vehicle 10. That is, thevehicle controller 80 may utilize the wireless communications network 34to establish the initial communication 30. The vehicle controller 80,for example, may interface with the authentication server 70 and/or thecharging station 12. When the initial communication 30 is confirmed, thevehicle controller 80 may send the authentication credentials 36. If theauthentication credentials 36 are verified, then the charging station 12may be authorized to charge the batteries 20 in the vehicle 10.

FIG. 10 also further illustrates the initial communication 30. FIG. 10illustrates how the initial communication 30 may originate from thecharging station 12. The charging station 12 may use the communicationsnetwork 34 to establish the initial communication 30 with the vehicle10, the wireless device 32, and/or the authentication server 70. Thecharging station 12 may obtain and send the authentication credentials36 and receive confirmation of authentication. If the authenticationcredentials 36 are verified, then the charging station 12 may beauthorized to charge the batteries 20 in the vehicle 10.

FIG. 11 is a further illustration of the initial communication 30,according to exemplary embodiments. FIG. 11 illustrates how the initialcommunication 30 may be established between the vehicle 10, the chargingstation 12, the wireless device 32, and/or the authentication server 70.For simplicity, the vehicle 10, the charging station 12, the wirelessdevice 32 will hereinafter be referred to as client devices 120. Theauthentication server 70 and any client device 120 thus establish aclient-server relationship to transfer the authentication credentials36. If the authentication credentials 36 are verified, then theauthentication server 70 and the client device 120 agree to the one ormore parameters 40 of the electrical power (illustrated as referencenumeral 14 in FIG. 1). That is, the initial communication 30 may only bea preliminary “handshake” that establishes the parameters 40 of theelectrical power 14. Once the parameters 40 are agreed upon, the initialcommunication 30 may be terminated.

FIG. 12 is a schematic illustrating inspection of the electrical power14, according to exemplary embodiments. Once the parameters 40 areestablished, the charging station 12 modifies the electrical power 14according to the parameters 40. Whatever the parameters 40 require, thecharging station 12 transforms or conditions the electrical power 14.The charging station 12 then begins sending or delivering thetransformed electrical power 14 to the vehicle 10.

The vehicle 10, however, may check the electrical power 14. When theelectrical power 14 is received, the vehicle controller 80 may check orinspect the electrical power 14. The vehicle controller 80 may requirethat the electrical power 14 match or exhibit one, some, or all of theparameters 40 that were established during the initial communication(illustrated as reference numeral 30 in FIGS. 8-11). The vehiclecontroller 80 may be instructed or required to examine, measure, and/orfilter the electrical power 14. If the electrical power 14 passesscrutiny, then the vehicle controller 80 may authorize charging. Forexample, if a sinusoidal current or voltage has the specified value(e.g., volts or amps), and/or the desired or required frequency (e.g.,Hertz), then the electrical power 14 may be accepted. The vehiclecontroller 80 may then cause the electrical power 14 to be passed ortransferred to the converter 81 (if AC/DC conversion is required). If,however, the electrical power 14 fails to match or exhibit one or moreof the parameters 40, the vehicle controller 80 may decline or terminatethe electrical power 14 from the charging station 12. That is, thevehicle controller 80 may decline to charge the batteries 20 in thevehicle 10. The vehicle controller 80 thus acts as a gate sentry to denycharging when security is compromised.

FIGS. 13-14 are diagrams illustrating the signal superimposition 44,according to exemplary embodiments. As the earlier paragraphs explained,exemplary embodiments may specify that the electrical power 14, sentfrom the charging station 12, be a superimposition 44 of multiplesignals. That is, the parameters (illustrated as reference numeral 40 inFIG. 12) may require that the charging station (illustrated as referencenumeral 12 in FIG. 12) superimpose one or more additional signals ontothe electrical power 14. Recall that the electrical power 14 may have asinusoidal, alternating current. Suppose, for example, that theelectrical power 14 has a base transmission signal 130 of sixty Hertz(60 Hz), as is common in the United States. The parameters 40, however,may require that the electrical power 14 also have two signals 132 and134 superimposed onto the base transmission signal 130. The parameters40 may further specify the frequency and amplitude of each one of thesuperimposed signals 132 and 134. FIG. 13, for example, illustrates thefirst superimposed signal 132 having a smaller amplitude with the samefrequency (60 Hz), while the second superimposed signal 134 has asmaller amplitude and a higher frequency 136. The superimposed signals132 and 134, though, may have any amplitude and frequency.

FIG. 14 further illustrates the signal superimposition 44. Even thoughthe charging station 12 may have conditioned the electrical power 14 tothe parameters 40, the vehicle controller 80 may redundantly inspect theelectrical power 14. The vehicle controller 80 may inspect theelectrical power 14 to ensure the parameters 40 are matched orsatisfied. Continuing with the example of FIG. 13, the vehiclecontroller 80 may double check the electrical power 14 for the signalsuperimposition 44 required by the parameters 40. The vehicle controller80, for example, determines whether the electrical power 14 has the twosignals superimposed onto the base transmission signal (illustrated,respectively, as reference numerals 132, 134, and 130 in FIG. 13). Thevehicle controller 80 may further determine whether the frequenciesand/or amplitudes of each one of the superimposed signals 132 and 134match what is expected from the parameters 40. If the vehicle controller80 confirms the signal superimposition 44 is correct, then the vehiclecontroller 80 may authorize the AC/DC converter 81 to receive theelectrical power 14. If, however, the electrical power 14 failssupplemental inspection, then the vehicle controller 80 may terminate orrefuse receipt of the electrical power 14.

Exemplary embodiments thus present additional layers of security.Exemplary embodiments may only permit conforming signalsuperimpositioning to be received at the converter 81. Indeed, theconverter 81 may only allow correct signals to pass through andeliminate incorrect, non-conforming signals. If the electrical power 14is not correctly adjusted or superimposed by the charging station 12 andchecked by the converter 81, authentication may fail.

FIG. 15 is a block diagram illustrating filtering of the electricalpower 14, according to exemplary embodiments. When the vehicle 10receives the electrical power 14, the vehicle controller 80 may inspectthe electrical power 14 to ensure the signal superimposition 44(required by the parameters 40) is correct. The vehicle 10, for example,may filter the electrical power 14 to verify the signal superimposition44. A filter module 140 may receive the electrical power 14. The filtermodule 140 determines whether the electrical power 14 has signalfrequencies that are required by the parameters 40. The filter module140 has an input that receives the electrical power 14. A splitter 142splits the electrical power 14 into multiple inputs to a bank 144 offilters. Each filter in the bank 144 of filters may only pass signalshaving a particular frequency range and/or phase of passage. If thesignal superimposition 44 was correctly performed, then the electricalpower 14 has signal components that pass through the bank 144 offilters. That is, the bank 144 of filters may produce one or morelogically high output signals that confirm the signal superimposition44. If the electrical power 14 fails to have the required signalcomponents, then the bank 144 of filters may produce no output or one ormore logically low outputs. The vehicle controller 80 may thus deny orterminate charging.

The bank 144 of filters may be tunable. While the parameters 40 may bestatic, in practice the parameters 40 may dynamically change. That is,as the parameters 40 change with time, the filters may be instructed tochange with each charging cycle, or the filters may change according toperiodic or random intervals of time. Indeed, the parameters 40 may evendynamically change during each charging cycle (as later paragraphs willexplain). Whenever the parameters 40 change, the signal superimposition44 may likely also change. Exemplary embodiments, then, may need to tunethe bank 144 of filters to verify the current frequencies, amplitudes,and/or phases of the superimposed signals. Exemplary embodiments mayadditionally or alternatively tune the bank 144 of filters to verify thecharging electrical power 14. The vehicle controller 80, for example,may electronically command or instruct any filter, in the bank 144 offilters, to adjust or filter specified frequencies and phases. As theparameters 40 change, the bank 144 of filters may also change tocontinue verification. When the signal superimpositioning 44 matches theparameters 40, and/or when the electrical power 14 matches theparameters 40, the vehicle controller 80 may approve charging. If eitherfails to match the parameters 40, charging may terminate.

FIGS. 16-17 are more diagrams illustrating the signal superimposition44, according to exemplary embodiments. Here, vehicle information 150 isused to determine the required parameters 40 that the electrical power14 must possess. As this disclosure explains, the charging station 12transforms the electrical power 14, according to the parameters 40established during the initial communication (illustrated as referencenumeral 30 in FIGS. 8-11). Here, though, the parameters 40 may requirethat the signal superimposition 44 is performed, based on the vehicleinformation 150. The vehicle controller 80, for example, may query forand retrieve the vehicle information 150 from the memory 86. The vehicle10 and the charging station 12 then negotiate the parameters 40, basedon the vehicle information 150. Then, if the vehicle controller 80verifies that the electrical power 14, received from the chargingstation 12, has the correct signal superimposition 44, charging may beauthorized. If the electrical power 14 fails to exhibit the correctsignal superimposition 44, then charging may be denied or terminated.

FIG. 17 illustrates the vehicle-specific information 150. The vehicleinformation 150, for example, may include a vehicle identificationnumber (“VIN”) 152, an engine block number (“EBN”) 154, and an audiosystem number (“ASN”) 156. The engine block number 154 uniquelyidentifies an engine block, while the audio system number 156 uniquelyidentifies an audio system installed in a vehicle. The vehicleinformation 150 may also include any other unique component part number(“CPN”) 158, such as transmission, axle, and wheel. The vehicleinformation 150, however, may also include a location 160 of thecharging and a time 162 of day. The vehicle information 150 may alsoinclude one or more color codes 164 of the exterior paint and interiortrim, along with a tire size 166 and options list 168. Indeed, thevehicle information 150 may include any alphanumeric information thatcan be quantified.

The vehicle information 150 may include a manufacturer's build sheet170. The build sheet 170 is a comprehensive listing of option codes forthe components from which the vehicle 10 is built. The build sheet 170may be stored in, and electronically retrieved, from the memory 86. Thebuild sheet 170, for example, may be preloaded into the memory 86 by amanufacturer of the vehicle 10. The build sheet 170, however, may alsobe remotely retrieved from a server operating in the communicationsnetwork (illustrated as reference numeral 34 in FIGS. 2-3, 6 and 8).Exemplary embodiments may thus retrieve the electronic version of themanufacturer's build sheet 170 and read one or more of the option codeslisted therein. The option codes may then be used, at least in part, todetermine the parameters 40 upon which the signal superimpositioning 44is based.

The parameters 40 may then be determined. Once the vehicle information150 is determined, the vehicle information 150 may be used to calculatethe parameters 40. One or more of the parameters 40 may then be used todetermine the signal superimposition 44. The signal superimposition 44,in other words, may be based on, or determined by, the vehicleinformation 150. The superimposed signals, for example, may haveproperties that are formulaically defined using the vehicle information150. Exemplary embodiments may thus negotiate what formulas are used tocalculate the signal superimposition 44, and the vehicle information 150that is required by any formula. Suppose one of the superimposed signalsmay have its frequency f₁ defined using a first formula f₁, and furtherin terms of the vehicle information 150, such asf ₁ =f ₁(VIN,ASN,color code).

If another signal is also superimposed on the electrical power 14, thenthe other signal may have its frequency f₂ defined using a secondformula f₂ in terms of the vehicle information 150, such asf ₂ =f ₂(CPN,EBN,location,time).Here, one of the superimposed signals, f₁, has a frequency as a functionof the vehicle identification number 152, the audio system number 156,and the color code 164. The second superimposed signal, f₂, has itsfrequency f₂ defined as a function of the component part number 158, theengine block number 154, the current location 160, and the current time162. If the charging station 12 correctly superimposes signals f₁ and f₂onto the sinusoidal electrical power 14, then the vehicle controller 80authorizes charging. If the electrical power 14 fails to exhibit thesuperimposed signals f₁ and f₂, then charging may be denied orterminated.

The reader may realize the inherent security in the signalsuperimposition 44. Because signals may be superimposed based on thevehicle information 150, there is little chance that a thief or scammercould quickly obtain and determine the superimposed signals f₁ and f₂Indeed, it is unlikely that nefarious activity could reveal the actualmathematical functions used to define the superimposed signals f₁ and f₂Exemplary embodiments thus present a highly secure charging procedurethat deters electrical theft.

Exemplary embodiments may also require dynamic variability. That is,exemplary embodiments may vary the signal superimposition 44 to furtherensure security. As the parameters 40 are being established, exemplaryembodiments may force one or more of the parameters 40 to change withtime. That is, at different times the charging station 12 may berequired to superimpose different signals onto the electrical power 14.For example, instead of fixing the signal phase and frequency during theinitial handshake 30, the phase and/or frequency may vary every fewseconds or minutes to ensure continuous security of transaction. Againusing the above example, the superimposed signals may also be defined interms of the vehicle information 150 over time t, such asf ₁ =f[VIN(t),ASN(t),color code(t)] andf ₂ =f[CPN(t),EBN(t),location(t),time].Here, then, the frequencies f₁ and f₂ of the superimposed signals mayhave mathematical components that vary with time t. This variationdynamically changes the superimposed signals as the electrical power 14is supplied to the vehicle 10. The charging station 12 must thereforecorrectly superimpose the signals at different moments in time. If, atany time, the electrical power 14 fails to dynamically change asrequired, then the vehicle controller 80 may terminate further charging.So, not only must the electrical power 14 initially pass inspection, butthe vehicle controller 80 may continually or periodically reinspect theelectrical power 14.

The charging station 12 may also be tunable. Because the chargingstation 12 may be required to superimpose signals of varying frequencyat different times, the charging station 12 may have any components forvarying transmission frequencies. Whether the batteries 20 are wiredlycharged or wirelessly inductively charged, the charging station 12 mayinclude tunable components for accomplishing the signalsuperimpositioning 44. Exemplary embodiments, for example, may utilizethe known harmonic addition theorem and/or other known properties ofsine waves to perform the signal superimposition 44. The vehiclecontroller 80 may also utilize the known harmonic addition theoremand/or other known properties of sine waves to verify the electricalpower 14 received from the charging station 12. Because the harmonicaddition theorem is known, along with many other properties ofsinusoidal waves, no further explanation is needed.

FIG. 18 is a diagram illustrating radio frequency identifiers 180,according to exemplary embodiments. Here, one or more radio frequencyidentifiers 180 may be used to determine the required parameters 40 thatthe electrical power 14 must possess. As the vehicle 10 is manufactured,its various components may have passive or active RFID tags. These tagsare conventionally used to track the components during shipment andassembly. Once the vehicle 10 is assembled, though, the RFID tagsusually serve no further purpose. Here, though, exemplary embodimentscontinue to use the radio frequency signals broadcast from the RFIDtags. Exemplary embodiments may use the one or more radio frequencyidentifiers 180 that are transmitted by the components of the vehicle10. The radio frequency identifiers 180 may be used to further determinehow signals are superimposed onto the electrical power 14.

The vehicle's transceiver 88 receives the radio frequency identifiers180. As the vehicle 10 and the charging station 12 negotiate theparameters 40 (during the initial communication 30, as illustrated withreference to FIGS. 8-11), exemplary embodiments may require that thesignal superimposition 44 is performed based at least in part on theradio frequency identifiers 180. Then, if the vehicle controller 80verifies that the electrical power 14 (received from the chargingstation 12) has the correct signal superimposition 44, charging may beauthorized. If the electrical power 14 fails to match the correct signalsuperimposition 44, then charging may be denied or terminated.

The parameters 40 are determined Once the radio frequency identifiers180 are known, one or more of the parameters 40 may then be determined.The signal superimposition 44, in other words, may be based on, ordetermined by, the radio frequency identifiers 180. Exemplaryembodiments may again negotiate what formulas are used to calculate thesignal superimposition 44, and which, if any, of the radio frequencyidentifiers 180 are required by any formula. One of the superimposedsignals may thus have its frequency f₁ defined using the radio frequencyidentifiers 180, such asf ₁ =f ₁(RFID₁,RFID₂).If another signal is also superimposed on the electrical power 14, thenits frequency f₂ may be determined defined using the second formula f₂,such asf ₂ =f ₂(RFID₁,RFID₃,RFID₄).If the charging station 12 correctly superimposes signals f₁ and f₂ ontothe sinusoidal electrical power 14, then the vehicle controller 80authorizes charging. If the electrical power 14 fails to exhibit thesuperimposed signals f₁ and f₂, then charging may be denied orterminated.

The radio frequency identifiers 180 may also change with time. As theremay be many components broadcasting their respective radio frequencyidentifiers 180, exemplary embodiments may randomly or periodicallychange which combinations of the radio frequency identifiers 180 areused, at different times during the charging process. The engine,transmission, and other components may transmit the radio frequencyidentifiers 180 from their respective tags. If the parameters 40periodically or randomly change with time, then different combinationsof the radio frequency identifiers 180 may also be required at differenttimes. Indeed, the period of change may also change, based on whichradio frequency identifiers 180 are received. The period of change maythus be a unique key that uniquely identifies each component of thevehicle.

The use of the radio frequency identifiers 180 may be expanded.Exemplary embodiments may add one or more RFID tags throughout thevehicle 10. Any added tags broadcast their unique radio frequencyidentifiers 180. Dealers, for example, may add RFID tags to theirvehicles in inventory. Buyers may add RFID tags to their cars. Howeverthe RDIF tags are added, the radio frequency identifiers 180 may be usedto determine the signal superimposition 44 that is applied to theelectrical power 14. Dealers and/or buyers may thus add the RFID tags tocustomize the security they desire for charging their electric vehicle10.

The electrical power 14 may also change with time. Thus far exemplaryembodiments may vary the signal that is superimposed onto the electricalpower 14. However, exemplary embodiments may additionally oralternatively vary the base charging current and/or voltage. That is,the electrical power 14 received from the electrical grid (illustratedas reference numeral 16 in FIG. 1) may be transformed to a differentphase, frequency, and/or voltage. The charging station 12, in otherwords, may use the parameters 40 to change the standard North American120 V, 60 Hz power signal to a different phase, frequency, and/orvoltage. As the vehicle 10 is charged, the electrical power 14 (from theelectrical grid 16) may change with time, according to the parameters40. While the charging station 12 may require additional circuitry andcapabilities to adjust the base, 60 Hz signal, this option provides aneven higher level of security.

Exemplary embodiments may utilize any portion of the electromagneticspectrum. While disclosure discusses the radio frequency identifiers180, exemplary embodiments are not limited to radio frequencies.Exemplary embodiments may be applied using any portion of theelectromagnetic spectrum. Indeed, exemplary embodiments may utilize anysignaling standard. For example, unique identifiers for a WI-FI® orBLUETOOTH® capable network components may be used to configure thesignal superimpositioning 44. Cellular network identifiers may also beused, such as GSM, CDMA, or TDMA standards.

FIGS. 19-21 are more diagrams illustrating the signal superimposition44, according to exemplary embodiments. Here, exemplary embodiments mayuse any signals to securely charge the batteries 20. As the vehicle 10has many electronic components, these components may have differentelectrical signals. Indeed, conventional vehicles already have manysensors and systems that monitor the components. Each of these sensorsis providing data that is used to control the vehicle 10. Exemplaryembodiments may use these sensor signals to securely charge thebatteries 20.

FIG. 19, for example, illustrates just some of the electrical signals.An oxygen sensor 190, for example, monitors oxygen levels in an exhaustsystem. A wheel speed sensor 192 provides inputs to an anti-lock brakingsystem. A steering wheel sensor 194 detects a position of the steeringwheel. A brake sensor 196 detects application of the braking system.These are just a few examples of the hundreds of sensors that monitorthe vehicle 10. Each of these sensors, though, generates an outputsignal 200. Each sensor, of course, likely generates a different outputsignal, but FIG. 19 commonly illustrates the different output signalswith reference numeral 200. In practice, then, there may be hundreds ofadditional signals that can be used for secure charging.

The vehicle controller 80 may select signals. Because there are likelyhundreds of different signals being generated throughout the vehicle 10,exemplary embodiments may choose some of the many output signals 200 forauthentication. For simplicity, FIG. 20 only illustrates the vehiclecontroller 80 receiving a few of the output signals 200. In practice,though, the vehicle controller 80 may receive any number or combinationof the hundreds of different output signals 200 being generatedthroughout the vehicle 10.

The parameters 40 may then be determined. Once the output signals 200are obtained, one or more of the parameters 40 may then be determined.The signal superimposition 44, in other words, may be based on, ordetermined by, the output signals 200. Exemplary embodiments may sum theoutput signals and perform the signal superimposition 44. The electricalpower 14, in other words, may be superimposed with a signal summation ofthe output signals 200. Signal summation, however, is not required, asthe chosen output signals 200 may be individually superimposed.Moreover, the output signals 200 may be combined, summed, and/orsuperimposed in amplitude, frequency variation, phase, and/or anycombination. Regardless, the parameters 40 may then be determined andsent or communicated to the charging station 12. If the charging station12 correctly performs the signal superimposition 44, then the vehiclecontroller 80 will match the received frequency (or frequencies) withthe expected frequency (or frequencies). If the charging station 12, inother words, correctly superimposes the summed output signals 200 ontothe sinusoidal electrical power 14, then the vehicle controller 80authorizes charging. If the electrical power 14 fails to exhibit thecorrect signal superimposition 44, then charging may be denied orterminated.

FIG. 20 further illustrates selection of signals. As there may behundreds of the different output signals 200, exemplary embodiments maychange which output signals 200 are used to further enhance security.For simplicity, suppose the vehicle controller 80 selects a set 202 ofthree (3) of the output signals 200 to superimpose. The vehiclecontroller 80 may change which three (3) output signals 200 are used foreach charging cycle. That is, the selected set 202 of the output signals200 may change each time the batteries 20 are charged. Even greatersecurity may be achieved by dynamically changing the output signals 200during a single charging cycle. The vehicle controller 80 may thusperiodically or randomly change which output signals 200 are used duringa single charging cycle. The parameters 40 would, likewise, changeduring the same charging cycle. The charging station 12 may thus beforced to dynamically vary the signal superposition 44, to ensurecharging remains authorized.

FIG. 21 illustrates a controller area network (or “CAN”) 210. As thisdisclosure explains, the vehicle 10 may have many systems that controlthe vehicle 10. Each system may have a dedicated or combined controller(or “ECU”). For example, the engine may have an engine electroniccontrol unit 212. The transmission may have a powertrain electroniccontrol unit 214. The braking system may have a brake electronic controlunit 216. There may be many more electronic control units throughout thevehicle 10. The controller area network 210 thus allows all the variouselectronic control units to communicate with each other. A CAN bus 220,for example, allows the various electronic control units to send andreceive messages that are addressed to one or more of the electroniccontrol units.

The vehicle controller 80 may interface with the CAN bus 220. As thevarious electronic control units send messages along the CAN bus 220,the vehicle controller 80 may pick and choose from the messages whenauthenticating charging. The vehicle controller 80 may have a physicalcable or wire that interfaces with the CAN bus 220. The vehiclecontroller 80 may have a wireless interface with the CAN bus 220.Whatever the interface, the vehicle controller 80 may be updated, inreal or nearly real time, with the various output signals (illustratedas reference numeral 200 in FIGS. 19-20) from any of the sensors. Thevehicle controller 80 may thus pick and choose from among the signalspresent on the CAN bus 220. Whatever signals are chosen, the parameters40 are determined for the signal superimposition 44. If the chargingstation 12 correctly performs the signal superimposition 44, then thevehicle controller 80 authorizes charging. If the electrical power 14fails to exhibit the correct signal superimposition 44, then chargingmay be denied or terminated.

FIG. 22 is a diagram illustrating more spectrum security measures,according to exemplary embodiments. Here, exemplary embodiments mayutilize other unique signal transmissions to determine the requiredparameters 40 that the electrical power 14 must possess. For example,the driver's mobile, wireless device 34 may be paired with thetransceiver 88 with a unique identifier 230 (such as an InternetProtocol network address, serial number, or any other information).Exemplary embodiments may wirelessly receive its unique identifier 230and base the signal superimposition 44 at least in part thereon. So, ifthe driver's wireless device 32 is not present to broadcast its uniqueidentifier 230, then exemplary embodiments may automatically fail tocharge. Exemplary embodiments, however, may still retrieve its uniqueidentifier 230 from the memory 86, if needed, depending on configurationand/or permissions.

FIG. 22 also illustrates a tire pressure monitoring system (“TPMS”) 232.As the reader may understand, governmental regulations may requiremonitoring of air pressures in tires. Wireless sensors broadcast signalsindicative of an air pressure in each tire. Exemplary embodiments maythus interface with the tire pressure monitoring system 232 and receiveone or more unique sensor identifiers 234. Exemplary embodiments maythen base the signal superimposition 44 at least in part thereon. If thesensor identifiers 234 are not received, charging may fail. Exemplaryembodiments, though, may still retrieve the sensor identifiers 234 fromthe memory 86, if configured so and/or permitted.

Exemplary embodiments may also transfer codes during the chargingprocess. As the vehicle 10 charges, exemplary embodiments may interfacewith other systems in the vehicle 10. For example, the charging station12 may interface with the vehicle's on-board diagnostic system(“OBD-II”) to receive error codes, maintenance information, mileage, andany other information. Exemplary embodiments may thus warn of low oilpressure, low oil life, and other maintenance items. Serviceappointments may be scheduled as the vehicle 10 charges.

Exemplary embodiments thus improve charging of electric vehicles. Thecharging station 12 may have a small form factor without a cumbersomegraphical interface for security. Because the various components of thevehicle may broadcast their unique radio frequency identifiers 180, thecomponents may be checked and verified during the charging process. Forexample, an incorrect radio frequency identifier 180 may indicate acomponent was replaced. Indeed, the incorrect radio frequency identifier180 may indicate a stolen component. If each component broadcasts aunique signal wave or frequency, the components may be traceable duringthe charging process. As the charging process is secure, the driver neednot carry cash or credit cards, and the transaction is automaticallyperformed without worry. Moreover, the driver need not monitor thevehicle 10 during the charging process, as the encrypted frequencymodulation ensures only the driver's car is being charged. If anotherperson attempts to unplug the cord and charge their own vehicle, theelectrical power 14 would not be charged to the driver. Moreover, as thecharging transaction is recorded, in case of car theft, the location ofthe vehicle 10 is quickly determined based on charging records.

Exemplary embodiments may also vary the electrical power 14. As thisdisclosure explains, the electrical power 14 (received from theelectrical grid 16 in FIG. 1) may be transformed to a different phase,frequency, and/or voltage. Exemplary embodiments may thus dynamicallychange the charging current, voltage, and/or phase sinusoidal signal.However the parameters 40 are determined, the charging station 12 mayuse the parameters 40 to change the standard North American 120V, 60 Hzpower signal to a different phase, frequency, and/or voltage. Nosuperimposition may thus be needed to securely charge the batteries inthe vehicle 10. The base electrical power 14 may then be passed to theinverter 81 for conversion.

FIG. 23 is a diagram illustrating wireless charging, according toexemplary embodiments. As the above paragraphs have mentioned, thevehicle 10 and the charging station 12 may wirelessly charge thebatteries 20. That is, instead of transferring the electrical power 14along the physical charging cord (illustrated as reference numeral 50 inFIG. 5), exemplary embodiments may inductively charge the batteries 20in the vehicle 10. Inductive charging is generally known, though, sothis disclosure will not dwell on the known concepts. Here, though, theinitial communication 30 establishes the parameters 40 that must bepresent in the electrical power 14. The parameters 40 may require thesignal superimposition 44, as this disclosure explains. The vehicle 10and the charging station 12 establish inductive charging (perhaps usingan inductive pad under the vehicle 10). The vehicle 10 may have areceiving coil, as is known, to inductively receive the electrical power14. Exemplary embodiments, though, may tune the inductive coil to onlyrespond to certain frequencies, as required by the parameters 40. If theelectrical power 14 passes scrutiny, then the vehicle controller 80 mayaccept the electrical power 14. The vehicle controller 80 may cause theelectrical power 14 to be passed or transferred to the converter 81 tocharge the batteries 20. If, however, the parameters 40 are incorrect,the vehicle controller 80 may decline to charge the batteries 20 in thevehicle 10.

FIG. 24 is a more detailed block diagram illustrating the vehicle 10,according to exemplary embodiments. The one or more batteries 20installed within the vehicle 10 provide electrical power to one or moreelectrical motors 500 and/or to the vehicle's electrical system 502. Theelectrical motors 500 may be used to mechanically drive the vehicle 10,perhaps using a transmission, planetary gear, or other electromechanicalmechanism. The electrical system 502 distributes electrical powerthroughout the vehicle 10, as is known. The vehicle controller 80 maymanage and/or control the electrical motors 500 and/or the electricalsystem 502. The vehicle 10 may even include an internal combustionengine (“ICE”) 504. The components of the vehicle 10 are generallywell-known and, thus, need not be further discussed.

Exemplary embodiments may be physically embodied on or in acomputer-readable memory. The memory may include CD-ROM, DVD, tape,cassette, floppy disk, memory card, USB, and large-capacity disks. Thememory could be distributed to end-subscribers, licensees, andassignees. A computer program product comprises processor-executableinstructions for charging batteries, as the above paragraphs explained.

While the exemplary embodiments have been described with respect tovarious features, aspects, and embodiments, those skilled and unskilledin the art will recognize the exemplary embodiments are not so limited.Other variations, modifications, and alternative embodiments may be madewithout departing from the spirit and scope of the exemplaryembodiments.

What is claimed is:
 1. A method, comprising: establishing, by acontroller operating in a vehicle, an initial communication with acharging station; establishing, by the controller during the initialcommunication, a parameter for superimposing a signal onto an electricalpower delivered via the charging station, the parameter based on anelectronic build sheet associated with the vehicle; terminating, by thecontroller, the initial communication with the charging station;receiving, by the controller, the electrical power delivered via thecharging station; authenticating, by the controller, the superimposingof the signal onto the electrical power according to the parameter basedon the electronic build sheet; and charging, by the controller, abattery in the vehicle in response to a successful authentication of thesuperimposing of the signal onto the electrical power according to theparameter based on the electronic build sheet.
 2. The method of claim 1,further comprising calculating an expected frequency of the signal basedon the electronic build sheet.
 3. The method of claim 1, furthercomprising receiving radio frequency identifiers from a tire pressuremonitoring system.
 4. The method of claim 1, further comprisingretrieving financial information associated with the vehicle.
 5. Themethod of claim 1, further comprising retrieving a credit card numberassociated with the vehicle.
 6. The method of claim 1, furthercomprising conducting an electronic financial transaction as payment forthe charging the battery.
 7. A system, comprising: a hardware processor;and a memory device, the memory device storing executable instructionswhich, responsive to being executed by the hardware processor, causesthe hardware processor to perform operations comprising: establishing acommunication between a vehicle and a charging station; determining aradio frequency identifier communicated by a component operating in thevehicle; determining a frequency based on the radio frequency identifiercommunicated by the component operating in the vehicle; superimposing asignal onto an electrical power to generate transformed electricalpower, the signal having the frequency based on the radio frequencyidentifier communicated by the component operating in the vehicle; andsending the transformed electrical power to charge a battery in thevehicle.
 8. The system of claim 7, wherein the radio frequencyidentifier is communicated by the component operating in the vehicle viaa broadcast.
 9. The system of claim 7, wherein the operations furthercomprise retrieving a manufacturer build sheet associated with thevehicle.
 10. The system of claim 9, wherein the operations furthercomprise authenticating the superimposing of the signal according tooption codes described by the manufacturer build sheet.
 11. The systemof claim 7, wherein the operations further comprise retrieving a creditcard number associated with the vehicle.
 12. The system of claim 7,wherein the operations further comprise conducting an electronicfinancial transaction as a payment for charging the battery.
 13. Thesystem of claim 7, wherein the operations further comprise terminatingcharging the battery in response to a failed authentication.
 14. Thesystem of claim 7, wherein the operations further comprise retrievingfinancial information associated with the vehicle.
 15. A memory devicestoring instructions which, when executed by a processor, cause theprocessor to perform operations, comprising: establishing acommunication between a vehicle and a charging station; receiving aradio frequency identifier communicated by a component operating in thevehicle; determining a frequency based on the radio frequency identifiercommunicated by the component operating in the vehicle; receivingelectrical power from an electrical grid; superimposing a signal ontothe electrical power according to the frequency to generate transformedelectrical power; and sending the transformed electrical power from thecharging station to charge a battery in the vehicle.
 16. The memorydevice of claim 15, wherein the component comprises a tire pressuremonitoring system.
 17. The memory device of claim 15, wherein theoperations further comprise retrieving a manufacturer build sheetassociated with the vehicle.
 18. The memory device of claim 17, whereinthe operations further comprise authenticating the frequency usingoption codes described by the manufacturer build sheet.
 19. The memorydevice of claim 15, wherein the operations further comprise retrievingfinancial information associated with the vehicle.
 20. The memory deviceof claim 15, wherein the operations further comprise conducting anelectronic financial transaction as a payment for charging the battery.